Automatic train-controlling system



March 31. 1925.. 1,531,572

, A. L. RUTHVEN AUTOMATIC TRAIN CONTROLLING SYSTEM Filed Sept. 22. 1920 4 Sheets-Sheet 1 m, ea' 52 1% i8 29 27 I a v I IE.1 30 5; 1.5 m 33 INVENTOR. Qt BY AL RYM' ATTORNEYS.

March 31, 1925. 1,531,572

A. L: RUTHVEN AUTOMATIC TRAIN CONTROLLING SYSTEM Filed Sept. 22, 1920 4 Sheets-Sheet; 2

ATTORNEYS.

March 31. 1925.

A L. RUTHVEN AUTOMATIC TRAIN CONTROLLING SYSTEM,

. 4 Sheets-Sheet 3 Filed Sept. 22, 1'5320 A TTORNEYS.

March 31,1925. r 1,531,572.

A. RUTHVEN AUTOMATIC TRAIN CONTROLLING SYSTEM Filed Sept. 22. 1920 4 Sheets-Sheet 4 IN V EN TOR. X. Rwmm ATTORNEYS.-

Patented Mar. 31 1925. I I i i UNITED STATES PATENT OFFICE.

ALFRED L. RUTHVEN, OF ROCHESTER, NEW YORK, ASSIGNOR TO SIMPLEX TRAIN CONTROL 00., INC., OF ROCHESTER, NEW YORK, A CORPORATION OF NEW YORK.

AUTOMATIC TRAIN-CONTROLLING SYSTEM.

Application filed September 22, 1920. Serial No. 411,870.

To all whom it may concern 7 Fig. is a detail fragmentary view show- Be it known that I, ALFRED L. RUTHVEN, ing one of the housings and the manner citizen of the United States, and resident in which the train carried parts are aligned of Rochester, in the county of Monroe and with the track parts; 55 5 State of New York, have invented certain Fig. 6 is a transverse section through new and useful Improvements in Automatic another, embodiment of the invention; and Train-Controlling Systems, of which the Fig. 7 is a fragmentary side elevation following is a specification. showing the manner in which the train The present invention relates to autocarried parts-cooperate with the track parts matic train controlling systems and more in the lastmentioned embodiment.

particularly to the type in which electro- Referring first to the diagram shown in magnetic means is employed on the train Fig. 1, 1 indicates the main reservoir of an responsive to movable armatures along the air brake system, 2 the engineers brake trackway for controlling the movement-of valve controlling the flow of air, and 3 65 the train, an object of this invention bethe usual air escape port which is closed ing to so mount the electromagnetic means when this system is used. A pipe 4 leads that it will not be disturbed by the vibrafrom the air escape port to a. controlling tions of the train, nor will it be influenced and distributing valve comprising a cylby crossing rails, frogs, or other metal parts inder or casing 5 in which a piston 6 op- 7 usually found adjacent railroad trackways. crates, this piston having a rod 7 provided A still further object of the invention is with three ports or transverse passageways to provide an arrangement of the electro- 8, 9 and 10. The passageway 8 is adapted magnets and their armatures that will reto align .with either one of the branches duce the air gap between them to a minior 4 of the pipe 4 for the purpose of mum without at the same time making posconnecting said pipe 4, either with an essible any contact between the parts which cape port 11 to atmosphere under clear might destroy the operativeness of the conditions, or with the piping 12 which mechanism. A still further object of the connects with a fluid pressure device 13 invention is to provide an arrangement of connected with the operating means l tfor 1:0 the electromagnetic means which will give operating said operating means through a prolonged cooperation with the influenccompressed air and cutting off the motive ing armatures so that the mechanism will power to the engine. have sufficient time to operate even though Leading from the main reservoir '1 is a the train be traveling at high speed. A supply pipe 15 which has two branches 15 as further object is to provide a three-way and 15 with either of which the port 9 magnetic train control and circuit controlin the valve stem 7 may connect so as to ling means; conduct air to the reservoir 16 or the reser- To these and other ends the invention voir 17. The reservoir 16 connects by a consists of certain parts and combinations passageway 18 to a valve casing 19 in which W of parts, all of which will be hereinafter a valve plunger 20 is vertically movable, described, the novel features being pointed said valve plunger having an annular out in the appended claims. groove 21. whicl'n when the valve is in a In the drawngs: certain position, connects the passageway Fig. 1 shows diagrammatioally a sys- 18 with the passage 22 leading to the cyl- 9 tem employing the present invention; inder 5 above the piston 6. The'reservoir Fig. 2 is a detail view of the signal which 17 connects by a passageway 23 with the is operated for indicating caution; valve casing 19, so that the, annular groove .Fig. 3 is a transverse section through the 21 in the valve plunger 20 may connect this train and the trackparts in cooperation; passageway 23 with a passageway 24 leading 50 Fig. 4 is a vertical longitudinal section to the cylinder 5 on the opposite or lower on the line &4, Fig. 3; side of the piston 6. A passageway 25 connects with the reservoir 16 and with a signalling and indicating device 26, which forms no part of the present invention.

The port 10 in the piston rod 7 is adapted to lead air from the reservoir 16 to an auxiliary reservoir 27 and also by way of apiping 28 to adevice 29 of known construction, for automatically operating the brake valve 2 while permitting the manual control of the brakes through the hand lever 30. The port 10 is also adapted to connect the reservoir 27 with a piping 31 to allow the air in said reservoir 27 to operate the device 29 in order to release the brakes. p

The movement of the plunger 20 is preferably controlled by motors 32 which are geared to a pinion 33 to which a centrifugal governor 34 is connected,'thisgovernor having the sliding part 35 thereof secured to the plunger 20- so that, when the motor turns, the governor will elevate the plunger 21 and effect connection between the piping 18 and the piping 22, thereby causing the piston 6'to move downwardly and shift the rod 7 so that air in the auxiliaryreservoir 27 will pass tothe brake operating device 29 and release the brakes, the port '8 at the same time connecting the escape 3 of the engineers valve with the atmosphere at 11. The port 9 in this position of the rod 7 will connect the main reservoir 1 with the reser-' voir '17. It will'be understood that the motor 32 runs while the track is clear, but upon danger upon the track, the motor 32 stops and the plunger 20 lowers, thus establishing connection between the reservoir 17 and the under side of the piston 6, shifting the piston rod 7 upwardly so that air from'the main reservoir 1 will pass by way of the port 9 to the reservoir 16 and from this reservoir, by way of piping 28, to the brake applying device 29. At the same time, the port 10 connects the reservoir 16 with the auxiliary reservoir 27 to fill the latter preparatory to] the release of the brakes. Furthermore, the port 9 will connect the main reservoir 1 with the reservoir 17 for effecting the lowering of the piston 6 when the plunger 20 is againraised.

No claim in this application is made to the foregoing parts per se. The present invention has relation to the control of the motors 32. This control is effected preferably through a generator 36 which by conductors 37 and 38 connects with the motors 32, said motors also being connected by a conductor 39 with a contact 40 of a switch arm 41, said varm being electrically connected by a conductor 42 and a conductor 43 with the generator 36, thus completing the circuit from the generator to the motors. The switch 41 is controlled by one or more electromagnets 44 preferably arranged in pairs and mounted to move under the action of an armature 45. In this instance, the magnets are mounted on a frame 46 formed of non-magnetic material except for the bridge piece 47, this frame being mounted to swing about a horizontal axis on pivots 48 and having an arm 49 connected to one of its pivots, said arm also being connected to an arm 50 on a rock shaft 51 which supports the switch member 41, so that when the electromagnets 44 are moved to clear position under the action of the armatures 45, the switch 41 will be moved to closed position in order to establish the circuit through the motor 32. The electromagnets 44 are in circuit with the generator and to this end a conductor 52 connects with the conductor 37 while a conductor 53 connects with the conductor 43, a conductor 54 connecting the two elcctromagnets and forming part of the circuit. The stopping of the motors 32 is effected by one or more electromagnets 56 which are movably mounted and controlled by an armature 57. These electromagnets are, in this instance, mounted in pairs upon a frame 58 formed of non magnetic material except for the bridge piece 59, this frame having bearings'6O which permit the electromagnets to swing on axes preferably horizontal, midway between the ends of the coils of the electromagnet. The movement of the electromagnets controls a switch comprising a contact 61 and a movable switch member 62, the latter being mounted on a rock shaft 63 and connected by an arm 64 with one of the bearings of the frame 58. When the danger magnets 56 have not been moved through the action of the armature 57, the switch 61-62 will be closed, but when the electromagnets 56 move under the action of the armature 57, the switch 6162 will be opened. vThe switch 6162 controls the circuit of a holding magnet 65, the core 66 of which cooperateswith an armature 67 formed on the end of the switch arm 41 so that after the switch arm 41 has been moved to closed position upon the operation of the magnets 44 by means of the armature 45, such switch arm will beheld in closed position until the circuit of the electromagnet is again opened through the switch 61-62 when the danger magnets 56 are shifted to danger position through the armature 57. The circuit of the electromagnet 65 includes a conductor 68 leading to the switch 61-62, and a conductor 69 leading to a switch arm 70 which cooperates with a contact 72 which is engaged by a switch arm 73, the latter, by a conductor 74, being connected to the holding inagnet 65. i T

The switch devices 7071 and 7273 are provided for the purpose of breaking the circuit of the holding magnet in the event that the danger magnets 56 become deenergized and to this end armatures 75 and 76 are provided, one connected to the switch arm and the other connected to the switch arm 7 3 and both cooperating with the side faces of the cores of the electromagnets 56, being pivoted respectively at and 76 to said cores. \Vhen the electromagnets 56 are deenergized, the weight of the arms 70 and 73 will carry such arms away from the contacts 71 and 72 and break the circuit of the holding magnet. The circuit of'the danger magnets comprises a conductor 52 leading from the conductor 37 to one of the magnets, a conductor 54 connecting the magnets, and a conductor 53 leading from the other magnet to the conductor 43.

To recapitulate, the electromagnets 44 are shifted in one direction by the armature 45, while the electromagnets 56 are shifted in the opposite direction by the armature 57. lVhen the electromagnets 44 are shifted under the action of their armature, the switch 41 is closed, thus closing the circuitto the electric motors 32 from the generator 36, it being understood of course, that the switch 61-62 is at this time closed owing to the fact that the electromagnets 56 are in neutral position. After-the switch 40-41 is closed, the holding magnet retains such switch in closed position so that while the track is clear, the motors 82 will operate to hold the plunger 20 in a raised position. lVhen the danger magnets 56 are shifted under the action of their armature 57, the switch 6162 will be opened, thus deenergizing the holding magnet 65 and permitting the opening of the switch 4041 so that the circuit to the motors 32 from the generator 36 is broken, thus permitting the plunger 20 to move to its lower position. Should the electromagnets 56 become deenergized so that it will be impossible for them to operate on a danger signal, then the arniaturcs 75 and 76 will be freed, opening the switches 7071 and 72-73, thus breaking the circuit to the holding magnet and permitting the apparatus on the vehicle to operate in a manner similar to a danger signal. In this way it is impossible for the apparatus to fail to operate, due to a deenergization of the danger magnets.

in Fig. 3 of the drawings, a fragment of a vehicle is shown, 77 indicating the wheels which travel on tracks 78. the tracks the armatures 45 and 57 are situated, these armatures, in this instance, being in the form of elongated bars mounted in a housing 79 for vertical movement, being preferably supported upon two rock shafts 80, such rock shafts having two crank arms 81 and so arranged that when one of the armatures is in a raised position in the easing 7 9, the other will be situated in a lowered position. The position of the armatures may be controlled by a solenoid coil To one side of 83 in which a core 84 operates, said core being connected to the crank arm 82. This solenoid may be controlled from the signalling mechanism which also controls the semaphore and the solenoid 83 is energized whenthe semaphore is set to clear position. When the semaphore is set to a danger position, the solenoid is deenergized and the armature 57 moves to a position where it will affect the danger magnets, this being due to the fact that the armature 45 is heavier than the armature 57 and acts on the rock shafts to elevate the danger armature 57. This arrangement also provides for maintaining the danger armature in elevated position in the event that the solenoid 83 should become inoperative. The top of the housing 79 is provided with a longitudinally extending groove or way 85 in which the cores of the electromagnets on the vehicle may travel so as to operate to one side of the armatures 45 and 57 when the latter are in raised position. In the embodiment of the invention illustrated in Figs. 1 to 5, the magnets 44 are arranged in two pairs mounted to turn about a common horizontal axis and are connected by a tie-piece 86, and the magnets 56 are also arranged in two pairs mounted to turn about the common axis of turning of the magnets 44 and are connected by a tie-piece 87 the Whole being arranged in a casing 88 preferably formed of non-magnetic material, this casing having a hollow-flange 89 depending from its bottom and receiving the cores of the magnets, such hollow flange being adapted to travel in the groove or channel 85 in the top of the casing 79 in order that the cores may be influenced by the armatures 45 and 57. In the hollow flange 89, stops 90 are provided which cooperate with the cores of and limit the swinging of the electromagnets 44 in an outwarddirection so that such magnets will. not be influenced by thedanger armature 57, whereas stops 91 are provided in the hollow flange 89 for cooperating with the cores of the electron'iagnets 56 for the purpose of limiting the movement of the electron'iagnets 56 in an inward direction in order that such electromagnets will not be influenced by the clear armature 45.

The apparatus also employs a cautioncontrol consisting of a valve 92 arranged in the train line of the air brake mechanism and opened to reduce the pressure without actuating the brake valve. This valve 92 is preferably controlled through an electro magnet 93 which when decnergized causes the opening of the valve 92 through a seat 94, the closing of the valve being effected through the energization of the magnet in a manner now to be described. 7

Also mounted on the vehicle are two other sets of magnets like the magnets 44 and 56.

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fit

There is no difference between these magnets and the magnets 44- and '56. The position of these-magnets is illustrated in Fi 3, 44 denoting the magnet which is the equivalent of themagnet 44. These magnets are mounted in a housing 88 and the circuits. thereof co-nne'ct-witlrthe generator 36 in thesame manner as do the magnets 44 and 56, the only difference being that instead of the conductors 38 'and 39 leading to the motors 32, such conductors lead to the electromagnet 93 as shown in Fig. 2 'of the drawings. The danger magnets 56 of the circuit illustrated in Fig. 1 become "the 'caution magnets of the caution control mechanism and the magnets 44 of the cir cuit illustrated in Fig. 1 are as in 'Fig' 1, clear magnets.

Along the trackway and in parallelism with the armatures 45 and 57 arearranged armatures 45 and 57 which are supported on crank rock shafts 80 and operated through an electromagnet 83*. In'other words, the track mechanism is identical with the track mechanism for stopping the vehicle except that the electromagnet 83' is deenergized when the semaphore or-signal moves to caution, thus causing the caution armature 57 to rise under the weight'of the clear armature 45 and'shift theelectro magnets 56 in the housing 88 This'will break the circuit in the manner illustrated in Fig. 1 to the holding magnet in the housing 88, thus breaking the circuit to the coil '93, Fig. 2, and permitting the operation of the valve 92 in the train line to reduce the pressure in'such line withoutactuating the brake valve. Asthe vehicle proceeds and a clear armature 45 is reached, the electromagnets 44 in the housing '88 will be shifted to close the switch 4041 in the housing 88 in order to effect the energization of the magnet 93.

To the end of causing proper cooperation between the housings 88 and 88 with their respective track housings 79-79, the housings 88 and 88 are rigidly connected together by blocks 95 and are mounted to move transversely of the track way on guide rods 96 supported from brackets 97 secured to the truck of the vehicle. Springs 98-are arranged about the guide'rods 96 and cooperate with the housings to maintain them in a normal position. On the blocks 95, depending projections 99 are provided in the form of guides for cooperating between guide rails 99 which are supported onthe trackway between the housings 79, the ends of these guide rails being deflected at 99 so as to permit the guide projections 99 to become centered between the guide rails 99".

In the embodiment of the invention shown in Figs. 6 and 7 a constructionis provided in which the apparatus is constructed to opcrate on a single'track systemthroughone set of arn'ratures arranged between the tracks. In this embodiment 100 indicates the tracks, 101 the clear armature and 102 two danger armatures. The combined weight of the danger armatures 102 is lighter than the weight of the clear armature 101 so that the normal tendency is to hold the danger armatures 102 in elevated position, this being effected through crank shafts 103. In the drawings'only one clear magnet 104 and one danger magnet 105 is illustrated, but it will be understood that any number of these magnets may be employed. In this instance, these magnets are mounted in a non-magnetic casing 106 supported'on the under side of the vehicle 107 and the ends of this casing 106' are preferably bevelled as at 108, Fig. 7. The arma tures'101 and 102 are also mounted in a non-magnetic casing 109 whose ends are bevelled at 110. This arrangement permits the two casings to operate very close together so that the air gap between the armatures and the electromagnets is reduced to a minimum. Theelectromagnet 104 is preferably pivoted at 11 in the casing 106 to turn about a horizontal axis extending in the direction of the length of the train. This axis is situated to one side of'the center of the train and the core 112 of the electromagnet projects from one end of the magnet and is deflected downwardly, lying beneath the stop 113. An arm 113 on'this magnet cooperates with a contact. ll3 'and controls a circuit which will lead to the mechanism to be controlled on the train, such for instance as the motor 32 of the embodiment illustrated in Fig. 1. The core'112 is drawn downwardly by the magnet 101. The danger magnet 105 is pivoted to turn about a horizontal axis 114, which in this instance. is out of alignment with the axis 111. This electromagnet 105 also has a core indicated at 115 which is drawn downwardly by either of the two magnets 1,02 and projects from the magnet and extends downwardly to engage with a stop 116. An arm 116 on this magnet cooperates with a contact 116 and controls the circuit of a holding magnet 117, this holding magnet being adapted to cooperate with an armature projection 11Sforined on the magnet 104 so as to hold said magnet 104 in its normal position, when the circuit connected to the contact 113 will be closed. Springs 119' and 120 connect respectively with the electromagnets 104 and 105 for the purpose of holding their cores elevated. The electromagnets 105, 104 and 11? control'the apparatus in the train in substan tially the-same manner as the danger, clear and holding magnets of the embodiment shown in Fig. 1, so it will be unnecessary to duplicate the illustration of the circuits. In the use of this form of the invention, when the train is traveling in either direction, one of the armatures 102 may be used for affecting the core 115 of the danger magnet 105 whereas, when the train travels in the other direction, the other armature 102 will atlect the core 115 of the danger magnet 105. As the clear armature 101 is arranged at the center of the trackway it will affect the core 112 of the clear magnet 105 when the train is traveling in either direction.

From the foregoing it will be seen that there has been provided a construction in which the deenergization of the danger magnet breaks the circuit of the magnet which holds the clear magnet in clear position, this result being accomplished in this instance, by the provision of an armature adjacent the core of the danger magnet and connected to a switch in the circuit of the holding magnet for breaking such circuit upon the deenergization of the danger magnet. The magnets on the train which control the train mechanism are movable sidewise so that they are not affected by the track or other metal parts along the trackway. Preferably this result is secured by mounting the magnets to turn about horizontal axes extending in the direction of the train. The magnets are supported on pivots substantially midway between-their ends so as to be properly balanced. A series of mag nets is provided extending in a direction longitudinally of the train so that a prolonged action of a track armature is secured and if one magnet does not immediately respond, the others will. The track mechanism preferably embodies two armatures which are vertically movable and which are so connected that the danger armature will automatically move to danger position should any accident in the control circuit of said armature take place. The cores of the electromagnets preferably operate between the vertically movable armatures so that they may be moved in opposite directions by such armatures.

lVhat I claim as my invention and desire to secure by Letters Patent is:

1. A train controlling system comprising a mechanism on the train to be controlled, and two electromagnets for controlling said mechanism, said magnets being mounted to move transversely of their cores, one of said magnets being movable on a danger signal to operate the mechanism to stop the tram, and the other of said magnets being operated on a clear signal to reset the mechanism.

2. A train controlling system comprising a mechanism on the train to be controlled, and two electromagnets for controlling said mechanism pivotally mounted and movable in opposite directions from normal positions under the influence ot armatures along the trackway.

3. A train controlling system comprising a mechanism on the train to be controlled, two movably mounted electromagnets for controlling said mechanism movable from normal positions under the influence of armatures along the trackway, and a holding magnet for holding one of the electromag nets away from normal position controlled by the other of said electromagnets.

4. A train controlling system comprising a mechanism on the train to be controlled, two movably mounted electromagnets for controlling said mechanism movable from normal positions under the influence of armatures along the trackway, a circuit c011- trolling the mechanism closed by one of the magnets when moved away from normal position, a holding magnet for holding said circuit closed, and a, switch included in the circuit of the holding magnet and opened when the other movable electromagnet is moved away from normal position.

5. A train controlling systemcomprising a mechanism on the train to be controlled, a circuit controlling said mechanism, a switch in the circuit, two movably mounted electromagnets one of which closes the switch, a holding magnet for holding the switch closed, a switch in the circuit of the holding magnet controlled by the other movable electromagnet, and aswitch in the circuit of the holding magnet opened on the deenergization of the movable electromagnet which controls the switch in the circuit of the holding magnet.

6. A train controlling system comprising a mechanism on the train to be controlled, two electromagnets movably mounted on the train, a switch controlled by one of said magnets on the movement of said magnet away from normal position, a holding magnet for holding the switch closed, and two switches in the circuitof the holding magnet, one controlled by the movement and the other by the deenergization of the other electromagnet.

7. A train controlling system comprising a mechanism on the train to be controlled, two electromagnets movably mounted on the train, a. circuit closed by one of the magnets and controlling the mechanism, a magnet for holding said circuit closed, and a circuit for the holding magnet opened by the movement and the deenergization of the other movable magnet.

8. A train controlling system comprising a brake controlling mechanism to be controlled, and two electromagnets, one of which sets the brake controlling mechanism for the manual control of the brakes, and the other of which automatically operates the brake controlling mechanism on a danger signal, and means associated with the last mentioned magnet for automaticallv effecting the operation of the brake controlling mechanism, on the deenergization of sald last mentloned magnet.

9. A train controllingcsystem comprising a mechanism to be controlled, two pivotally v cores, said movable magnets controlling the,

mechanism tobe controlled, and track armatures movable to positions on opposite sides of the cores to eilect the movement of said magnets in opposite, directions.

11. A track mechanism for a train controlling system comprising two vertically movable armatures, and means connecting said armatures whereby one moves to elevated position with the lowering of the other, one of said armatures beingheavier than the other so as to have a normalntendency to move said other armature to elevated position. i

12. A track mechanism for a train controlling system comprising two vertically movable armatures, means connecting said armaturcs whereby one moves to elevated position with the lowering of the other, one of said armatures being heavier than the other so as to have a normal tendency to move said other armature to elevated position, and an electromagnetic device for holding the heavier armature in elevated position. v

13. In a train controlling system, atrack mechanism comprising a housing with a groove in its top, armatures operating in said housing on opposite sides of the groove, and electromagnetic means carried by the train to be attracted by said armatures and operating in said groove.

14:. A track mechanism for a. train controllii'lg system comprising a pair ofar1natures, one of which. is heavier than the other,

and crank shafts. for supporting the .armatures so that the heavier armature will raise the lighter.

15. A train controlling mechanism comprising a mechanism to be controlled, a mag not carried by the train and yieldingly mounted, a track armature, and guiding means on the trackway and the vehicle for groove.

carried housing and the track housing for,

effecting proper cooperation between the hollow flange andv the groove.

18. A train controlling system comprising amechanism to be controlled, two series of movable magnets for cont-rolling said mechanism, the members of each series being connected, and membersof one series being arranged between members of the other series, both series having the normal positions of their cores arranged in a line longitudinally of the train.

ALFRED L. RI ITI'IVEN. 

